Noble M12 Series (2001 - 2006)
BY ANDY ENRIGHT
Theres something very refreshing about Nobles appearance on the British sports car scene that took me a moment or two to identify. Then it struck me. The success of the M12 model was entirely meritocratic, relying on the inherent strength of the product rather than leaning on corporate identity, a big advertising budget or motorsport heritage. The M12 just stood up to close scrutiny.
Heres how to find a used example and what to keep your eyes open for.
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A dual seat belt system of standard three-point inertia-reel belts and five-point racing harnesses allows you to signal your mode of progress to the local constabulary.
The first of the 2001 Noble M12 GTO 2.5-litre cars are currently changing hands for around £22,000 with average mileages although cars that have lived a harder life are just starting to nudge the £20,000 mark. Around £25,000 is the opening price on one of the gutsier GTO-3 models with the 3R fetching from around £27,000. The M400 is a more specialist piece of kit and these kick off at around £38,000.
As with any low volume sports car, there are a number of issues to look out for. The engines trend to be tough but if you plan to do a lot of track work, its worth fitting a baffled sump to prevent oil starvation. The Magneti Marelli electronic control unit fitted to early 2.5-litre powerplants were notoriously susceptible to failure, later being replaced by an MBE chip.
Its not a straightforward upgrade from one to another as the loom needs to be swapped out. Early GTOs were also plagued with overheating issues caused by the fan being directly mounted to the radiator whereas later cars were fitted with a shroud. Suspension tends to be sturdy but look for ball joint failures. Brakes were upgraded from flexible to solid brake lines and if the handbrake light comes on during enthusiastic cornering, this spells low fluid levels.
Bodywork is solid but the front clamshell can stone chip easily. Early 3.0-litre cars have been known to blow exhaust baffles. Air conditioning systems can be rather intermittent, shutting down due to heatsoak from the turbochargers.
(Estimated prices, based on a 2002 M12 GTO 2.5) Any parts that are generic Ford items can be sourced fairly cheaply. Noble-specific bits are considerably pricier. For example, an oil filter is £15, a starter motor is £199 and a headlight unit is £47.
By contrast, a windscreen is £623, a front clamshell £2,270 and a clutch is £363. Budget £1,500 per annum for spares and servicing and you shouldnt be too far off the mark.
Lee Nobles office is decorated with images of his cars racing at Le Mans and Daytona and goes some way to explaining how a new manufacturer had produced a car that felt so right, straight out of the box. The M12 GTO wowed critics and established Noble as probably the UKs premier niche sports car manufacturer. Unable to turn over the volumes of the likes of Lotus and TVR can, however, have its advantages. Development lead times can be cut if youre relatively small and swift and this means that small companies can often get the drop on bigger ones.
The car most used Noble buyers are increasingly turning to is the GTO-3R. It ditched the 2.5-litre engine used in early M12 models in favour of a gutsier 3.0-litre unit.
Its still a turbocharged Ford Duratec V6 engine but this time round its capable of generating some 352bhp of power up a whacking 42bhp on its predecessor but equally importantly the torque rose commensurately, making the Noble feel even more powerful than that. Capable of reeling off the sprint to 60mph in 3.9 seconds and demolishing the 100mph mark in 9 seconds flat, the M12 GTO 3-R is a bona fide premier league performer. The soundtrack is a sonic barrage, a number of orchestra pieces battering each other with their instruments.
The exhaust stakes claim first, rising to a hacking bark with every blip of the stiffly sprung throttle. The engine generates the familiar gruff metallic tones overlaid by waffling air intake and a storm of forced induction as the turbochargers spool up from around 2500rpm. The power assistance in the steering is welcome, but forget about any other electronic aid. Traction control or ABS dont figure in the Noble vocabulary.
Deploying the four-pot AP Racing calipers firmly, however, is enough to hang you from the harnesses before dry grip is relinquished. Theres little turbo lag, and with a power to weight ratio in excess of anything a Lamborghini Diablo VT or Ferrari 360 Modena can muster, the scenery explodes through the M12s screen when the throttle pedal hits the bulkhead. The six-speed gearbox, faired in headlamps and Quaife differential all mark the GTO-3R as something a little different to a cooking M12. There are still no anti-lock brakes to be had, but cornering grip has been taken to a new level of ridiculousness despite the GTO 3-R eschewing the fitment of anti roll bars.
Dont ask me how it works, its probably just the result of Lee Nobles amazing heuristic problem solving skills. The ride is more supple than any car that corners in this fashion has a right to possess, the car running on low profile 18-inch Bridgestone rubber.
The Noble M12 is a car that rewards the diligent owner. Pick one up thats been babied and itll give long and reliable service. Find one thats been abused and youll probably never look at another. The best picks are the later GTO-3 and 3-R models although for all-out aggression, the M400 must be sampled.
